Rail-crossing



S S LEAGH RAIL cmossme.

(No Model.)

Patented Jan. 26, 1892.

A TTOHNE YS m: Nonms wanna cn., mo1o-umu., WASHINGYDN, u.

UNITED STATEs PATENT OFFICE.

SMITH S. LEACH, OF CAMBRIDGE, MASSACHUSETTS.

RAIL-CROSSING.

SPECIFICATION forming part of Letters Patent No. 467,817, dated January26,1892.

Application filed July 2, 1891. Serial No. 398,254- (No model.)

To all whom it may concern.-

Be it known that I, SMITH S. LEAOH, of Cambridge, in the county ofMiddlesex and State of Massachusetts, have invented a new and usefulRail-0rossing, of which the following is a full, clear, and exactdescription.

This invention relates to an improvement in rail-crossings, and has forits objects to provide a simple practical device which is adapted toprovide a rail-crossing at any angle, which makes each rail of such acrossing continuous when in service and also connectable to a switch orsignal-stand for manipulation, if desired.

To these ends myinvention consists in certain parts and theircombinations, as is hereinafter described and claimed.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, and to the letters of reference marked thereon.

Figure 1 is a plan view of the device connected to tracks that cross ata right angle and with obvious changes of proportion illustrates a trackcrossing at any angle. Fig. 2 is an enlarged transverse section of atrackrail and a part of the improvement thereto connected, taken on theline 2 2 in Fig. 1. Fig. 3 is an enlarged perspective view, detached, ofa sliding block that is an essential feature of the invention; and Fig.l is a plan View of the improvement as applied to a rail-crossing near aswitch commonly known as a frog, and in a track crossing at a very acuteangle the parts would have the relative disposition here shown.

The rail intersection shown in Fig. at is designed to take the place ofan ordinary frog and subserve its purpose in a superior manner,affording a reliable crossing that will obviate all jar incidental toordinary frogs by providing means to close the gaps between the ends ofthe rails that are to be traversed in advance of the passage ofcar-wheels over the same. In the figure mentioned, A represents a flatbase-plate of suitable dimensions for efficient service, and B B O Cconverging track-rails that are seated upon the base-plate and theretosecured by any proper means. A snfficient space is allowed between thetwo sets of rails B B O C at their ends to permit the introduction of agap-closing device that is one of the features of the improvement.

I The rails B B respectively represent converging rails of tworailroad-tracks that are designed to cross and are joined at their endsa, the apex of the angle thus produced being truncated a proper degree,producing an end wall at the terminal of the rail j unction.

Transversely of the base-plate A a slideblock D is located on it at sucha point with relation to the end portions of the rails B B C O that oneedge of the block will be adjacent to the truncated end a of the rails BB and the opposite edge approach and extend below the base-flanges ofthe rails C C near their converging terminals, said rails beingrespectively aligned with the other rails B B.

The ends Z) Z) of the track-rails O O are sloped from their inner edgesoutwardly a proper degree to produce parallelism between these beveledends and the line of direction of the rails of the other trackas, forexample, the beveled end 5 of the track-rail C is parallel to a linedrawn along the rails B C and the sloped end I) of the rail C is in aparallel plane with the plane of direction given to the rails O B.

It is essential for the effective operation of the device that the blockD be retained in place and permitted to slide transversely on thebase-plate A. Any preferred means may be employed to adapt the block forsuch a movement, one feasible and simple expedient being shown, whichconsists in slotting the bed-piece of the block at two points 0 inaligument and parallel with the side edges of the same for the receptionof guide-pins c, which latter are inserted through the slots loosely andinto the bed-piece firmly, so as to permit a limited reciprocation ofthe slide-block D upon the base-plate A. A triangular projection (Z isformed on or secured to the top face of the block D, having one of itssides adjacent to and parallel with the end walla of the joined rails BB, the degree of angularity given to the apex (Z disposing the remainingsides of the triangle parallel with the beveled ends I) b of the rails CC.

It will be seen from the description of parts that the longitudinalmovement of the slideblock D will cause an impingement of one side 6 ofthe projection (1 upon the beveled end I) of the rail 0 and an alignmentof its opposite side e with the inner side edges of the aligning rails BC,a reverse movement of the slide-block causing the side a of thetriangular projection 01 to have contact with the beveled end I),producing an alignment of the side 6 with the inner edges of the rails B0.

Means to operate the sliding block D manually consist of a pusher-bar E,that is secured to one end of-the block and which is designed to beextended to any suitable point and engage a shifting-lever or othersimilar device on a switch or signal stand of approved construction,(not shown,) whereby the block and its projection cl may be manipulatedto align it with a track which is to be traversed.

Preferably the shifting of the slide-block D is effected manually; butto provide'a safeguard against accidental displacement of a car or trainthat maybe moved across the track I intersection while it is notproperly adjusted aself-acting attachment is provided, whichisconstructed, essentially, as follows: Between the rails B B and thebase-plate A similar linkbars h are located and held to vibratelaterally by a loose engagement with the rails named, there being alongitudinal slot it formed in each link-bar near the outer end for aloose engagement therewith of the depending studs '5, that project fromthe lower sides of the rails. The link-bars h are curved edgewise andoutwardly near their opposite ends, which ends 2' are pivoted near theends of the sliding block D. Along the outer edges of the linkbars 72upwardlyextending flanges k are formed on each,which flanges forefficient service are made to lie in lateral recesses formed in therails B B, so that when the links are moved toward the rails and havecontact therewith their outer edges will align with the exterior surfaceof the rails they engage, and thus avoid obstruction to the travel ofwheel-flanges, which in service are caused to press the flanges 7Ltoward the rails B B by their contact. On the rails O C there arelink-bars m, that have their outer ends m pivoted to the lower side ofthe track-rails in like manner to the bars h, said bars having verticalflanges n, that are adapted to enter recesses in the inner edges of therails they are pivoted upon and align with these edges when in closedadjustment. Ata proper distance from the apex d of the triangularclosing-piece d the link-bars m are bent outwardly edgewise, so as toproj eat a portion on? of each bar exterior of the rail it is pivotedto, which portions are projected toward the ends of the sliding block Dand are pivoted thereto by bolts 0 or similar means, as indicated inFig. 4:. The connection of the linkbars m with the sliding block D andrails O C adapts these parts to coact with the linkbars h and rails B B,causing the block to be longitudinally moved and its triangular portiond aligned edgewise with track-rails that are to be traversed when acar-wheel flange presses against the vertical flange of either of thelink-bars, thus efiecting an automatic adjustment of thesliding-blockport-ion d, which will afford a safe unbroken rail-surfacefor the smooth travel of a car or train over the frog or track-crossing.

In Fig. 1 is shown the application of the device to a track-crossing offour single rail intersections, the rails G G I I, that compose them,being supported on the base-plate J, which is of suitable form andsufficient area to sustain the tracks in proper relative position andmay be integral throughout or be made up of parts firmly securedtogether, so as to have a level top surface. At the corners where thetracks cross each other gaps are formed to permit the free-travel ofcar-wheels over each pair of track-rails, four points of junction 19being produced between the converging rails GI, GLI G, and G I, eachpair of these converging rails having their points of junctiontruncated, as at r. A sliding block M, having a vertical projection 8formed on or secured thereto, is provided to fill the gap at each cornerwhere the tracks cross. The verticalproj ections shave angles 25, whichlie opposite the truncated walls r, the side opposite each angle tforming a wall that is parallel with and adjacent to said walls 1', and,as shown, the sides forming the angles 75 are parallel with the ends ofrail portions that lie between the extensions of these rails that arejoined at '1". It is essential that the size of the projections she soproportioned to the breadth of the ends of the track-rails that,

when the blocks M are longitudinally moved and their projections scausedto impinge on said rail ends the inner edges of the latternamed partswill align with the inner edges of the track-rails they approach. Eachslideblock M is slotted at u to receive guidepins u that are insertedthrough and affixed in thebase-plate J. On the inner edge of eachslide-block M an ear to is formed, which ears have a pivoted engagementwith the ends of two crossed connecting-bars N, that are centrallypivoted upon the; baseplate J, as at 'u in Fig. 1. Two link-bars w areprovided for each sliding block M and are pivoted thereto near each endof the blocks, as at M. Said link-bars, having a form similar to theshape of the links 71,, (shown in Fig. 1,) extend in a space-formed fortheir reception below the track-rails I I G G and are thereto looselysecured in the same manner as the link-bars h are connected with thetrack-rails B B. Each link-bar w is furnishedfwith a vertical flange to,that may fold into lateral recesses formed in the sides of the railsthey are pivoted upon or be angularly projected therefrom to receive thelateral impact of carwheel flanges.

Preferably the sliding blocks M are provided with means to manipulateall simultaneously, so as to properly dispose their projections s inalignment with track-rails that are to be traversed.

The preferred means for operating the slide-blocks M consists of asingle pusher bar O, that is pivoted upon one of the crossedconnecting-bars N. Said pusher-bar (shown broken) may be prolonged belowthe tracks to any convenient point for attachment to a device whereby itmay be longitudinally actuated. A pusher-bar P, connected to both of thecrossed bars N, may also be utilized in like manner. The outer endportion ofthe pusher-barP (shown broken) may be extended and connectedto any preferred type of switchstand that will afford means to slide thebar named, and if such a switch mechanism is furnished with a signal, asis usual, the manipulation of the switch mechanism to set the blocks Min alignment with proper trackrails will display a signal to show thecondition of the tracks at acrossing provided with the improvement.

The flanged link-bars tr, by their loose attachment to the blocks M andtrack-rails I I G G,'coacting with the crossed connectingbars N, providefor the automatic adj ustment of the sliding blocks in their directionof travel by cars on each of the tracks at the crossing, therebyobviating the contingency of an accident if said cars are made totraverse the track intersection without a manual adjustment of theshifting device.

As is indicated by dotted lines in Fig. 1, other linked connections maybe provided between the swinging connecting-bars N and the pusher-bar P.Hence I do not wish to limit the means for connection to the exactdevices shown.

Vhenever desired, the automatic device may be depended upon entirely,which will probably be done at all track-crossings where a clear-tracksignal is not maintained. iVhen such a signal is operated, it ispreferable to operate the blocks in connection therewith and hold theautomatic device in reserve or omit it altogether, as the automaticoperation, being more sudden, will cause somewhat more rapid wear of themoving parts.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is-- 1. The combination with crossingrail-sections, two of which at the angle formed by their point ofmeeting are truncated, as shown at r, and the adjacent ends of the othertwo rails being spaced from each other and from the truncated portion 7"at angles thereto, of a solid triangular block 5, movable across the gapform ed between the rail-sections, with its base parallel with thetruncated portion 9' to bring its sides against the respective ends ofthe other rail-sections, fill the gap between the aligned sections, andleave a flange clearance between the end of the crossing rail-sectionand that face of the block which aligns the inner faces of said twoaligning rail-sections, substantially as set forth.

2. The combination, with the crossing railsections having gaps at theirfour points of intersection, the apices of the outer angles formedthereby being truncated, as shown at r, and the adjacent ends of theother railsections being spaced apart at an angle with each other andalso spaced from the truncated portion 0', of separate and independenttriangular blocks sliding oppositely in parallel planes indiagonally-opposite gaps, centrally-pivoted crossed levers pivoted attheir outer ends to the said blocks, and means for opening and closingthe said levers to simultaneously slide the blocks, substantially as setforth.

3. In a railway-crossing, the sliding plate M, having transverselyacross its upper face the solid triangular block 8 and longitudinalguide-slots u at opposite sides thereof, substantially as set forth. r

e. The combination, with a base-plate and track-rails thereon crossingat an angle, aligning rails having spaces between, of a trans versesliding block, a spaceclosing projection thereon, and link-bars havingvertical flanges and loosely secured by their ends to the rails andblock, substantially as described.

5. The combination, with a base-plate and track-rails thereonintersecting at an angle, having spaces between aligning track ends atpoints of intersection, of a sliding block 01 each rail intersection, atriangular projection thereon, which may be moved with the block toalign with either of the crossed rails on their inner edges,guide-flanges connected to the rail-sections and blocks, and devicesthat will coact to move all the blocks and flanges simultaneously,substantially as described.

6. The combination, with a base-plate and track-rails thereonintersecting at four points, having spaces between aligning track endsat points of intersection, of a sliding block for each rail intersectionand loosely secured on the base-plate, a triangular projection thereonwhich may be moved with the block to align with either of the crossedrails on their inner edges, verticallyflanged guide-bars loosely securedat their ends to the corners of the blocks and also to track-rails,crossed connecting-bars pivoted by their ends to the blocks and to thebase-plate at their centers, and a pusher-bar loosely joined to thecrossed connecting-bars, substantially as described.

7. The combination, with a base-plate, four track-rails crossing thereonat an angle, four sliding blocks, each placed diagonally between railswhere they cross and all held to slide on the base-plate, link-barshaving a pivoted connection on the ends of the sliding blocks and apin-and-slot connection with the track-rails, and triangular verticalprojections on the sliding blocks, edges of which will close spacesbetween aligning track ends, of two crossed centrally-pivotedconnecting-bars joined to cars on the sliding blocks, so as to slide theblocks when the ,bars are swung, a pusherbar, and. links pivoted betweenthe connecting-bars and the pusher-bar, substantially as described.

SMITH S. LEAOH. lVitncsses: I

ADOLPH SCHUBERT, SoPHUs HAAZENSEN.

